Power converter and vehicle equipped with power converter

ABSTRACT

A power source ( 120 ) supplies an input voltage (V  1 ). A voltage conversion circuit ( 130 ) converts the input voltage (V 1 ) from the power source ( 120 ) into an operating voltage (V 2 ) to be used to drive an electric load ( 150 ). A detection circuit ( 170 ) measures an insulation resistance value (R) on the output side of the voltage conversion circuit ( 130 ). A control circuit ( 160 ) controls a voltage conversion ratio (K (K=V 2 /V 1 )) in the voltage conversion circuit ( 130 ), which is expressed as a ratio of the operating voltage (V 2 ) to the input voltage (V 1 ), in accordance with the insulation resistance value (R) detected by the detection circuit ( 170 ). The control circuit ( 160 ) sets the voltage conversion ratio (K) such that the operating voltage (V 2 ) becomes lower at the time of degradation of an insulation resistance than at the time of normal operation thereof.

This is a 371 national phase application of PCT/IB2004/003920 filed 30Nov. 2004, claiming priority to Japanese Application No. 2003-410445filed 9 Dec. 2003, the contents of which are incorporated herein byreference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a power converter. More specifically, theinvention relates to a power converter having the function of detectingan insulation resistance, and further relates to a vehicle equipped withthe power converter.

2. Description of the Related Art

To ensure safety from electrification, the ISO (International StandardsOrganization) standard and the ECE (Economic Commission for Europe)standard require that a certain insulation resistance value be ensuredfor a certain voltage. Namely, in a system with an insulation resistancerate KR (Ω/V) prescribed as a standard value and with an operatingvoltage Vs, it is necessary to ensure an insulation resistance R=KR×Vs(Ω).

Accordingly, it is important, from the standpoint of safety, toprecisely detect an insulation resistance during operation, and JapanesePatent Application Laid-Open No. 2002-325302 discloses an electricleakage detector that precisely detects electric leakage of a power unitthat drives a motor for causing an electrically driven vehicle such as ahybrid car, an electric vehicle or the like to run.

Further, in a system composed of an electric load and a power converter(power unit) that generates a power for driving the electric load, thereis also known a construction wherein the power converter has not onlythe function of performing power conversion between direct current andalternating current, but also the function of converting the voltagelevel. For instance, Japanese Patent Application Laid-Open No.2003-134606 discloses a hybrid vehicle driving unit having aconstruction wherein an input voltage is boosted by a voltage-boostingconverter and then converted into an alternating voltage for driving amotor unit.

However, neither Japanese Patent Application Laid-Open No. 2002-325302nor Japanese Patent Application Laid-Open No. 2003-134606 discloses aconstruction wherein the operating condition of the power converter(power unit) is varied at the time of degradation of the insulationresistance. Thus, if the insulation resistance has degraded, there is noalternative but to stop operation of the converter (unit) to ensuresafety or to continue to operate the converter (unit) under the samecondition that does not take account of improvements in safety.

SUMMARY OF THE INVENTION

It is an object of the invention to provide a power converter that canbe continuously operated by correcting an operating condition in such amanner as to ensure safety even at the time of degradation of theinsulation resistance. It is also an object of the invention to providea vehicle equipped with such a power converter.

In a first aspect of the invention, a power converter is provided with avoltage conversion circuit, a control circuit, and a detection circuit.The voltage conversion circuit receives an input voltage and converts itinto an operating voltage to be used to drive an electric load. Thedetection circuit detects the insulation resistance on the output sideof the voltage conversion circuit. The control circuit determines a setvalue of the operating voltage and sets the operating voltage at a timeof degradation of the insulation resistance detected by the detectioncircuit lower than the operating voltage at a time of normal operationof the insulation resistance.

According to the above-mentioned first aspect of the invention, theinsulation resistance can be detected during operation and the operatingvoltage can be lowered at the time of degradation of the insulationresistance. Therefore, even if the insulation resistance has degraded,operation can be continued while ensuring safety.

In particular, the operating voltage is so set as to remain below acontrolled voltage that is expressed as the product of the inverse of apredetermined standard rate, which is indicated as a ratio of aninsulation resistance to be ensured with respect to the operatingvoltage, and the detected insulation resistance. Thus, a standard valueof the insulation resistance, which is prescribed in the ISO standard orthe ECE standard, can be satisfied.

Further, if the voltage conversion circuit is designed to allow a boostin voltage, the operating voltage is set on the same level as a voltageinput to the voltage conversion circuit without performing avoltage-boosting operation, in the case where the above-mentionedcontrolled voltage is lower than the input voltage. As a result, adeterioration in safety resulting from degradation of the insulationresistance is relatively counterbalanced.

In the aforementioned first aspect, the control circuit can set theoperating voltage in accordance with the detected insulation resistanceso that the operating voltage will not exceed a controlled voltage thatis determined by the insulation resistance.

In an aspect relating to the aforementioned first aspect, the controlledvoltage may be expressed as a product of an inverse of a predeterminedstandard rate, which is indicated as a ratio of an insulation resistanceto be ensured with respect to an operating voltage, and the detectedinsulation resistance.

In the aforementioned first aspect, the control circuit may set theoperating voltage within such a range that an upper-limit value of theoperating voltage is equal to the maximum voltage that can be output bythe voltage conversion circuit, if the controlled voltage is higher thanthe maximum voltage. The control circuit may set the operating voltagesuch that the operating voltage becomes equal to a minimum voltage thatcan be output by the voltage conversion circuit, if the controlledvoltage is lower than the minimum voltage. The control circuit may setthe operating voltage within such a range that the upper-limit value ofthe operating voltage becomes equal to the upper-limit voltage, if thecontrolled voltage is higher than the minimum voltage and lower than themaximum voltage.

In an aspect relating to the aforementioned first aspect, the voltageconversion circuit may be able to boost the input voltage, and thecontrol circuit may set the operating voltage equal to the input voltageif the controlled voltage is lower than the input voltage.

In the aforementioned first aspect or an aspect relating thereto, thevoltage conversion circuit may be provided with a non-insulatedconverter.

In the aforementioned first aspect or an aspect relating thereto, thevoltage conversion circuit may be provided with an insulated converterthat is constructed such that a transformer is provided between a powersource and the electric load.

In a second aspect of the invention, a vehicle has a direct-currentpower unit that supplies an input voltage as a direct-current voltage,the power converter according to the aforementioned first aspect, and analternating-current motor that is provided as an electric load and thatcan drive at least one wheel. The power converter is provided betweenthe voltage conversion circuit and the alternating-current motor, andfurther includes an inverter that performs power conversion between theoperating voltage and an alternating voltage for drivingly controllingthe alternating-current motor.

According to the aforementioned second aspect, the vehicle makes itpossible to detect an insulation resistance during operation in thepower converter that drivingly controls the alternating-current motorfor driving wheels, and to lower the operating voltage at the time ofdegradation of the insulation resistance. Hence, even if insulatingproperties cannot be easily ensured in the vehicle, operation can becontinued while preventing a deterioration in safety from being causedby degradation of the insulation resistance, so as to satisfy thestandard rate (Ω/V) of the insulation resistance which is prescribed inthe ISO standard, the ECE standard or the like.

In the aforementioned second aspect, the voltage conversion circuit maybe able to boost the input voltage.

In the aforementioned second aspect or an aspect relating thereto, thevoltage conversion circuit may be provided with a non-insulatedconverter.

In the aforementioned second aspect or an aspect relating thereto, thevoltage conversion circuit may be provided with an insulated converterthat is constructed such that a transformer is provided between a powersource and the electric load.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic block diagram explaining the construction of ahybrid vehicle equipped with a power converter according to theinvention.

FIG. 2 is a circuit diagram showing the construction of the powerconverter according to the invention.

FIG. 3 is a flowchart explaining the operation of a control circuitshown in FIG. 2.

FIG. 4 is a detailed explanatory view of a technique of determining theoperating voltage by the control circuit.

FIG. 5 is a circuit diagram explaining the construction of a PCU shownin FIG. 1 as a representative example of the power converter accordingto the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENT

Hereinafter, an embodiment of the invention will be described in detailwith reference to the drawings. It is to be noted that identical orsimilar portions in the drawings are denoted by the same referencesymbol, and that the description of those portions will not be repeated.

FIG. 1 is a schematic block diagram explaining the construction of ahybrid vehicle mounted with a power converter according to theinvention.

Referring to FIG. 1, a hybrid vehicle 100 according to this embodimentof the invention is provided with a battery 10, a PCU (Power ControlUnit) 20, a power output device 30, a differential gear (DG:Differential Gear) 40, front wheels 50L, 50R, rear wheels 60L, 60R,front seats 70L, 70R, and rear seats 80.

The battery 10 as “a direct-current power unit” is constructed of, forexample, a secondary battery of a nickel-hydrogen type, a lithium-iontype or the like. The battery 10 supplies a direct-current voltage tothe PCU 20 and is charged by a direct-current voltage from the PCU 20.The battery 10 is disposed behind the rear seats 80.

The power output device 30 is disposed in an engine room that is locatedin front of a dashboard 90. The PCU 20 is electrically connected to thepower output device 30. The power output device 30 is coupled to the DG40.

The PCU 20 boosts a direct-current voltage from the battery 10, convertsthe boosted direct-current voltage into an alternating voltage, and thusdrivingly controls a motor-generator MG included in the power outputdevice 30. Further, the PCU 20 converts an alternating voltage generatedby the motor-generator MG included in the power output device 30 into adirect-current voltage, and charges the battery 10. That is, the PCU 20corresponds to “a power converter” that performs power conversionbetween a direct-current power supplied by the battery 10 and analternating power for drivingly controlling the motor-generator MG.

The power output device 30 transmits the power obtained by the engineand/or the motor-generator MG to the front wheels 50L, 50R via the DG40, thus driving the front wheels 50L, 50R. Further, the power outputdevice 30 generates power due to a rotational force of themotor-generator MG obtained by the front wheels 50L, 50R, and suppliesthe generated power to the PCU 20. Namely, the motor-generator MG playsa role of “an alternating-current motor” that can drive at least onewheel. The DG 40 transmits a power from the power output device 30 tothe front wheels 50L, 50R, and transmits rotational forces of the frontwheels 50L, 50R to the power output device 30.

Next, a description will be given as to the general construction of thepower converter according to the invention and a concrete constructionthereof in the case where the power converter is mounted in the hybridvehicle 100 shown in FIG. 1.

FIG. 2 is a circuit diagram showing the construction of the powerconverter according to the invention.

Referring to FIG. 2, the power converter 10 according to the inventionis provided with a power source 120, a voltage conversion circuit 130,an electric load drive circuit 140, a control circuit 160, and adetection circuit 170. The power source 120 is disposed on an input sideof the power conversion circuit 130 and supplies an input voltage V1.The voltage conversion circuit 130 converts the input voltage V1 into anoperating voltage V2. The electric load drive circuit 140 is providedbetween the voltage conversion circuit 130 and an electric load 150.

The operating voltage V2 is used to drive the electric load 150. Theelectric load drive circuit 140 receives the operating voltage V2 andproduces a power for driving the electric load 150. It is also possibleto refrain from using the electric load drive circuit 140, and to adopta construction in which the electric load 150 is directly driven by theoperating voltage V2 output from the voltage conversion circuit 130. Totake the converse point of view, the electric load drive circuit 140needs to be disposed in the case of a construction in which the electricload 150 is driven by further subjecting to power-conversion theoperating voltage V2 that has been obtained after voltage-levelconversion. As described above, it is not absolutely required that theelectric load drive circuit 140 be used. Depending on the type of theelectric load 150, it is determined whether or not the electric loaddrive circuit 140 needs to be used.

The detection circuit 170 measures an insulation resistance value R onoutput side of the voltage conversion circuit 130. The control circuit160 determines a set value of the operating voltage V2 by controllingthe voltage conversion ratio K in the voltage conversion circuit 130 inaccordance with the insulation resistance value R detected by thedetection circuit 170. The voltage conversion ratio K is expressed as aratio of the operating voltage V2 to the input voltage V1 (i.e.,K=V2/V1).

In the power converter according to the invention, the method ofdetecting the insulation resistance, that is, the construction of thedetection circuit 170 is not limited in particular, and any knowntechnique can be adopted according to a preferred design.

FIG. 3 is a flowchart explaining the operation of the control circuitshown in FIG. 2.

Referring to FIG. 3, the control circuit 160 detects an insulationresistance by sampling an output signal of the detection circuit 170(step S100). In accordance with the detected insulation resistance valueR, the control circuit 160 determines the operating voltage V2 as theoutput voltage from the voltage conversion circuit 130 by means of atechnique that will be described below (step S110). Further steps 120and 130 will be explained here below.

FIG. 4 is a detailed explanatory view of a technique of determining theoperating voltage by the control circuit.

The axis of abscissa in FIG. 4 indicates the detected insulationresistance value R (Ω), while the axis of ordinate in FIG. 4 indicatesthe set value of the operating voltage V2 (V) output from the voltageconversion circuit 130.

The above-mentioned ISO and ECE standards determine a standard rate KR(Ω/V) of the insulation resistance, which is defined as a ratio of aninsulation resistance to be ensured with respect to the operatingvoltage V2. Therefore, the control circuit 160 needs to set theoperating voltage V2 such that the operating voltage V2 at least remainsbelow “a controlled voltage”, which is so determined as to allow astandard-wise necessary insulation resistance to be ensured, inaccordance with the detected insulation resistance value R. As indicatedby a dotted line 300 in FIG. 4, the “controlled voltage” is expressed asthe product of the inverse of the aforementioned standard rate (1/KR)and the detected insulation resistance value R.

Furthermore, an upper-limit value of the operating voltage V2 isdetermined in consideration of a possible output range of the voltageconversion circuit 130, according to a set characteristic line 310 shownin FIG. 4.

Maximum and minimum voltages VTmax and VTmin of the operating voltageV2, which are indicated on the axis of ordinate in FIG. 4, aredetermined by the input voltage V1 and the possible range of the voltageconversion ratio K in the voltage conversion circuit 130. A variablerange of the voltage conversion ratio K is determined in advance by acircuit structure and a circuit constant of the voltage conversioncircuit 130. For example, if the voltage conversion circuit 130 isconstructed such that an input voltage can be boosted (K≧1.0), theminimum voltage VTmin is equal to the input voltage V1.

In the power converter according to the invention, the possible range ofthe voltage conversion ratio K of the voltage conversion circuit 130 isnot limited in particular. As long as a voltage-level convertingfunction is provided, any circuit structure can be adopted.

First of all, in a region 324 where the controlled voltage (the dottedline 300) is higher than the maximum voltage VTmax of the operatingvoltage V2, the upper-limit value of the operating voltage V2 is set asthe maximum voltage VTmax corresponding to a maximum value of thevoltage conversion ratio K.

In contrast, in a region 320 where the controlled voltage (the dottedline 300) is lower than the minimum voltage VTmin of the operatingvoltage V2, the upper-limit value of the operating voltage V2 is setequal to the minimum voltage VTmin corresponding to the minimum value ofthe voltage conversion ratio K.

In this region 320, since the standard rate KR is not satisfied,operation needs to be stopped, for example, if the electric load 150 isin a certain mode. Alternatively, even in the case where the standardrate KR is not satisfied, operation may be continued on the conditionthat a warning message be issued to the operator, if the electric load150 is in a mode that does not raise a safety problem. In this case, inthe construction according to the invention, a deterioration in safetyresulting from degradation of the insulation resistance is relativelycounterbalanced by lowering the operating voltage V2 to its lower limit.

Besides, in an intermediate region 322 between the above-mentionedregions 320 and 324, the upper-limit value of the operating voltage V2is equal to the controlled voltage (the dotted line 300). That is, theupper-limit value of the operating voltage V2 is set as a maximum valuethat allows the standard rate KR to be satisfied.

In the regions 322 and 324, the operating voltage V2 is determined inconsideration of the efficiency of the electric load 150 as long as theupper-limit value indicated by the set characteristic line 310 is notexceeded. In general, the load efficiency can be more effectivelyenhanced by enhancing the operating voltage V2 and lowering the loadcurrent. Therefore, an overall reduction in power consumption isachieved by setting the operating voltage V2 as an upper-limit valuecorresponding to the insulation resistance value R. In the region 320,on the other hand, the operating voltage V2 is determined as the minimumvoltage VTmin indicated by the set characteristic line 310.

If the insulation resistance as a boundary value between the regions 320and 322 is denoted by Rt1 and the insulation resistance as a boundaryvalue between the regions 322 and 324 is denoted by Rt2, it follows thatRt1=KR×VTmin and Rt2=KR×VTmax. By setting the upper-limit value of theoperating voltage V2 as described above, the control circuit 160determines that the insulation resistance has degraded, if theinsulation resistance has lowered from the region 324 corresponding to anormal state where a sufficient insulation resistance is ensured,namely, if R<Rt2. Then, according to the set characteristic line 310shown in FIG. 4, the control circuit 160 can set the operating voltageV2 lower than that in the normal state.

Referring again to FIG. 3, the control circuit 160 sets the voltageconversion ratio K from the operating voltage V2 set in step S120, andissues a control command such that the voltage conversion circuit 130operates at the set voltage conversion ratio (step S120). When the powerconverter of the invention is in operation, the operations of steps S100to S120 are performed every time a predetermined cycle elapses (stepS130).

As a result, in the power converter of the invention, the insulationresistance is regularly detected during operation thereof and theoperating voltage is lowered at the time of degradation of theinsulation resistance, whereby operation can be continued while ensuringsafety.

Especially, since the operating voltage is so set as to remain below thecontrolled voltage expressed as the product of an insulation resistanceand a predetermined standard rate, any standard value of the insulationresistance, which is defined as a ratio of the insulation resistancevalue to the operating voltage, can be satisfied.

Next, a concrete construction in the case where the power converteraccording to the invention is applied as the PCU 20 to be mounted in thehybrid vehicle 100 shown in FIG. 1 will be described.

FIG. 5 is a circuit diagram explaining the construction of the PCU shownin FIG. 1, which is a representative example of the power converteraccording to the invention.

Referring to FIG. 5, the PCU 20 includes the detection circuit 170,starting relays 202, 204, smoothing capacitors 210, 240, a converter220, and an inverter 250.

As will be apparent from the following description, the battery 10corresponds to “the power source 120” shown in FIG. 2, and the converter220 corresponds to “the voltage conversion circuit 130” shown in FIG. 2.In particular, the converter 220 is illustrated as an example of avoltage conversion circuit allowing a boost in input voltage. By thesame token, the inverter 250 corresponds to “the electric load drivecircuit 140” shown in FIG. 2, and the motor-generator MG corresponds to“the electric load 150” shown in FIG. 2.

The starting relay 202 is connected between a power source line 201 anda positive pole of the battery 10, and the starting relay 204 isconnected between an earth line 205 and the positive pole of the battery10. The starting relays 202, 204 produce continuity during operation andno continuity during stoppage of operation.

The smoothing capacitor 210 is connected between the power source line201 and the earth line 205, and smoothens the input voltage V1 from thebattery 10.

The converter 220 includes a reactor 230, switching elements Q1, Q2, anddiodes D1, D2. For instance, IGBT's (Insulated Gate Bipolar Transistors)are used as the switching elements of this embodiment.

The reactor 230 is connected between the power source line 201 and aconnection node of the switching elements Q1, Q2. The switching elementsQ1, Q2 are connected in series between the power source line 206 and theearth line 205. Inverse-parallel diodes D1, D2 are respectivelyconnected between collectors and emitters of the respective switchingelements Q1, Q2, so that current flows from the side of the emitters tothe side of the collectors. In response to gate signals G1, G2 from thecontrol circuit (ECU: Electrical Control Unit) 160, the switchingelements Q1, Q2 are subjected to on-off control, namely, switchingcontrol.

The capacitor 240 is connected between the power source line 206 and theearth line 205 so as to smoothen an output voltage of the converter 220,that is, the operating voltage V2 as an input voltage of the inverter250.

The earth line 205 is grounded by a body of the vehicle 100 (FIG. 1) viaan insulation resistance. The problem regarding the insulationresistance value R on the output side of the converter 220, namely, onthe high-voltage side is to ensure the above-described standard rate.

The inverter 250 is composed of a U-phase arm 251, a V-phase arm 252,and a W-phase arm 253. The U-phase arm 251, the V-phase arm 252 and theW-phase arm 253 are connected in parallel between the power source line206 and the earth line 205. The U-phase arm 251 is composed of switchingelements Q3, Q4 that are connected in series. The V-phase arm 252 iscomposed of switching elements Q5, Q6 that are connected in series. TheW-phase arm 253 is composed of switching elements Q7, Q8 that areconnected in series. Inverse-parallel diodes D3 to D8 are respectivelyconnected between collectors and emitters of the respective switchingelements Q3 to Q8. In response to gate signals G3 to G8 from the controlcircuit 160, the switching elements Q3 to Q8 are subjected to on-offcontrol, namely, switching control.

Intermediate points of the respective phase arms are respectivelyconnected to phase ends of respective phase coils 261 to 263 of themotor-generator MG as a three-phase permanent magnet motor. Each of thecoils 261 to 263 is commonly connected at one end thereof to a neutralpoint. An alternating-current motor, which may have any number of phases(e.g., three phases)and be of any type (e.g., a permanent magnet motor),can be used as the motor-generator MG.

The converter 220 receives the input voltage V1 supplied from thebattery 10 to a point between the power source line 201 and the earthline 205 and performs switching control of the switching elements Q1, Q2responding to the gate signals G1, G2. The converter 220 thereby booststhe input voltage V1, produces the operating voltage V2, and supplies itto the capacitor 240.

A voltage-boosting ratio in the converter 220, namely, the voltageconversion ratio K=V2/V1 is determined in accordance with an on-periodratio (duty ratio) between the switching elements Q1, Q2. Further, whenthe input voltage V1 is converted into the operating voltage V2 in theconverter 220, there is established a relationship K≧1.0, and theminimum voltage of the operating voltage V2 is equal to the inputvoltage V1.

The capacitor 240 smoothens the operating voltage V2 from the converter220 and supplies it to the inverter 250. The inverter 250 converts theoperating voltage V2 from the capacitor 240 into an alternating voltageand drives the motor-generator MG.

Further, by performing switching control of the switching elements Q3 toQ8 responding to the gate signals G3 to G8 respectively, the inverter250 converts an alternating voltage generated by the motor-generator MGinto a direct-current voltage and supplies it to the capacitor 240. Thecapacitor 240 smoothens a direct-current voltage from themotor-generator MG and supplies it to the converter 220. The converter220 lowers the direct-current voltage from the capacitor 240 andsupplies it to the battery 10 or a DC/DC converter (not shown) for anauxiliary power source.

The control circuit 160 generates the gate signals G3 to G8 forcontrolling the operation of the inverter 250 in accordance with outputvalues from various sensors, so that a torque, a revolution and the likecorresponding to a motor command value are created in themotor-generator MG. The output values from the sensors include, forexample, outputs from position/speed sensors of the motor-generator, theoutput from a current sensor in each phase, and the output from a sensorfor detecting the operating voltage V2.

The control circuit 160 determines the operating voltage V2 inaccordance with the insulation resistance value R measured by thedetection circuit 170 according to a control mode shown in FIGS. 3 and4. Furthermore, the control circuit 160 generates the gate signals G1,G2 such that the voltage conversion ratio (the voltage-boosting ratio) Kcorresponding to the determined operating voltage V2 is realized.

Through adoption of the construction described above, in the hybridvehicle 100, an insulation resistance is regularly detected duringoperation thereof and the operating voltage is lowered at the time ofdegradation of the insulation resistance, whereby operation can becontinued while ensuring safety.

As is apparent from the foregoing, a constructional example in which thepower converter according to the invention is mounted in a hybridvehicle with an alternating-current motor for driving wheels being usedas an electric load has been described in this embodiment. Inparticular, since insulating properties cannot be easily guaranteed in avehicle, the standard rate (Ω/V) of an insulation resistance is strictlyprescribed in the ISO standard, the ECE standard or the like. Therefore,the application of the power converter according to the invention has agreat significance.

However, the application of the power converter according to theinvention is not limited to the aforementioned constructional example.Namely, the invention can be applied to a power converter havingfunctions of converting a voltage and detecting an insulationresistance, without limiting an electric load and the like inparticular.

In the constructional example shown in FIG. 5, the non-insulatedconverter 220 is illustrated as a concrete example of a voltageconversion circuit allowing a boost in voltage. However, an insulatedconverter or the like which has other circuit constructions, forexample, a construction in which a transformer is provided between apower source and a load may also be employed.

The embodiment disclosed herein should be construed as exemplary in allrespects and not as limitative. The scope of the invention is definednot by the foregoing description but by the claims. The invention isintended to incorporate all modifications that are equivalent insignificance and scope to the claims.

1. A power converter comprising: a voltage conversion circuit thatreceives an input voltage and converts the input voltage into anoperating voltage to be used to drive an electric load: a detectioncircuit that detects an insulation resistance on the output side of thevoltage conversion circuit; and a control circuit that determines a setvalue of the operating voltage and that sets the operating voltage at atime of degradation of the insulation resistance detected by thedetection circuit lower than the operating voltage at a time of normaloperation of the insulation resistance.
 2. The power converter accordingto claim 1, wherein the control circuit sets the operating voltage inaccordance with the detected insulation resistance so that the operatingvoltage remains below a controlled voltage determined by the insulationresistance.
 3. The power converter according to claim 2, wherein thecontrolled voltage is expressed as a product of an inverse of apredetermined standard rate, which is indicated as a ratio of aninsulation resistance to be ensured with respect to the operatingvoltage, and the detected insulation resistance.
 4. The power converteraccording to claim 1, wherein: the control circuit sets the operatingvoltage within such a range that an upper-limit value of the operatingvoltage is equal to a maximum voltage that can be output by the voltageconversion circuit, if the controlled voltage is higher than the maximumvoltage; the control circuit sets the operating voltage such that theoperating voltage becomes equal to a minimum voltage that can be outputby the voltage conversion circuit, if the controlled voltage is lowerthan the minimum voltage; and the control circuit sets the operatingvoltage within such a range that the upper-limit value of the operatingvoltage becomes equal to the upper-limit voltage, if the controlledvoltage is higher than the minimum voltage and lower than the maximumvoltage.
 5. The power converter according to claim 4, wherein: thevoltage conversion circuit can boost the input voltage; and the controlcircuit sets the operating voltage equal to the input voltage if thecontrolled voltage is lower than the input voltage.
 6. The powerconverter according to claim 1, wherein the voltage conversion circuitis provided with a non-insulated converter.
 7. The power converteraccording to claim 1, wherein the voltage conversion circuit is providedwith an insulated converter that is constructed such that a transformeris provided between a power source and the electric load.
 8. A vehiclecomprising: a direct-current power unit that supplies the input voltageas a direct-current voltage; a power converter which include a voltageconversion circuit that receives an input voltage and converts the inputvoltage into an operating voltage to be used to drive an electric load,a detection circuit that detects an insulation resistance on the outputside of the voltage conversion circuit, and a control circuit thatdetermines a set value of the operating voltage and that sets theoperating voltage at a time of degradation of the insulation resistancedetected by the detection circuit lower than the operating voltage at atime of normal operation of the insulation resistance; and analternating-current motor that is provided as the electric load and thatcan drive at least one wheel, wherein the power converter is providedbetween the voltage conversion circuit and the alternating-currentmotor, and further includes an inverter that performs power conversionbetween the operating voltage and an alternating voltage for drivinglycontrolling the alternating-current motor.
 9. The vehicle according toclaim 8, wherein the voltage conversion circuit can boost the inputvoltage.
 10. The vehicle according to claim 8, wherein the voltageconversion circuit is provided with a non-insulated converter.
 11. Thevehicle according to claim 8, wherein the voltage conversion circuit isprovided with an insulated converter that is constructed such that atransformer is provided between a power source and the electric load.